Transport control system with linear motor drive

ABSTRACT

A transport control system with linear motor drive applicable for cash transport in a bank. The system uses a main controller, a rail-path, a carrier adapted to be driven along the rail-path by linear motor drive, and a plurality of stator portions coupled to the rail-path to produce a driving force in association with the carrier. Each of the stator portions includes a stator controller for controlling the driving of the carrier. The stator controller controls the driving of the carrier passing the stator portion to which the stator controller belongs to cause the carrier to reach a destination stator portion.

This is a continuation of copending application Ser. No. 708,586 filedon Mar. 5, 1985 now U.S. Pat. No. 4,721,045.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a transport control system with linearmotor drive wherein a carrier having a rotor plate as a secondaryconductor is driven along a rail-path having a plurality of statorportions upon energization of the stator portions and, moreparticularly, to a transport control system with linear motor drivewherein a control function is provided in each stator portion having thecorresponding stator. The system according to the present invention isused for cash transportation in a bank or the like.

2. Description of the Related Art

As a transport means, the linear motor car system has attracted a greatdeal of attention, since high-speed transportation can be achievedthereby without the need to mount a power source in the carrier. In aconventional linear motor car system, a plurality of stator portions arecoupled to a rail-path, and a rotor plate is mounted in a carrier. Anelectric force is supplied to the rotor plate by energizing thecorresponding stator portion, thereby driving the carrier. When thestator portion is deenergized, the carrier is stopped. Therefore, oncethe carrier receives the driving force from a given stator portion, itneeds no additional external force and will run freely until reachingthe next stator portion. At a carrier stoppage position, the carrier isstopped by a reverse driving force output from the corresponding statorportion.

In such a linear motor car system, the carrier itself need not include apower source but is driven only by energization of the stator portionscoupled to the rail-path. Therefore, the carrier can be moved at a highspeed and can be made compact in size, thereby minimizing the overalldimensions of the transport system and making it particularly suitablefor document transportation in an office, or the like.

In a conventional linear motor car system, the respective statorportions coupled along the rail-path are sequentiallyenergized/deenergized by a linear motor controller when the carrier isrunning. Thus, the carrier is started, accelerated, decelerated orstopped and is driven from a desired stator portion to another desiredstator portion. The linear motor controller controls the respectivestators in accordance with the running state of the carrier in such amanner that when the carrier passes through a stator portion, it iscontrolled to run at a predetermined speed or it is stopped.

In a conventional transport control system wherein a carrier is drivenalong a rail-path having stator portions, a system controller(microprocessor) supplies running instructions to a linear motorcontroller (microprocessor) in accordance with running requests fromassociated equipment (e.g., an auto-cashier). The linear motorcontroller controls the stators arranged in stator portions along therail-path for driving the carrier. The carrier is started from a startposition (a given stator portion), is accelerated or decelerated to passthrough subsequent stator portions, and is stopped at a desired stopposition (another given stator portion). In such a conventional controlsystem, the linear motor controller must always detect an operatingstatus of each stator portion and directly control the stator in such amanner that the carrier is running at a desired speed at thecorresponding stator portion. This condition means that the linear motorcontroller alone receives and processes a plurality of status signalsfrom the respective stator portions, and thus the processing capacity islimited.

When the number of stator portions is small, this limitation will notcause any significant problems. However, when the number of statorportions is increased or the distance between each two adjacent statorportions is very short, the processing capacity of the linear motorcontroller cannot cope with the actual number of processing requests. Toovercome this obstacle, the carrier must be driven at a low speed, whichcauses some inconvenience. Also, when a system layout is changed, theprocessing contents of the linear motor controller must be updated, andthe operation becomes complicated. In addition, since the processingcapacity is limited, processing a malfunction or failure is likewiselimited, and during an operation failure, control of the carrier may beinterrupted, with the result that business operations are temporarilyhalted.

SUMMARY OF THE INVENTION

It is an object of the present invention to ensure that properlycoordinated operations are carried out between a main controller andstator controllers for carrier transport control when a linear motordrive is employed, and to carry out preliminary control for the linearmotor drive and subsequent control of the carrier when it arrives ateach stator controller, thereby driving the carrier accurately and at ahigh speed.

According to a basic aspect of the present invention, there is provideda transport control system with linear motor drive comprising a maincontroller, a rail-path, a carrier adapted to be driven along therail-path by linear motor drive, and a plurality of stator portionscoupled to the rail-path to produce a driving force in association withthe carrier. In this transport control system, each of the statorportions comprises a stator controller for controlling the driving ofthe carrier in such a manner that the stator controller controls thedriving of the carrier passing the stator portion to which the statorcontroller belongs to cause the carrier to reach the stator portionwhich is its destination.

The present invention also provides a transport control system withlinear motor drive by using a main controller, a rail-path, a carrieradapted to be driven along the rail-path by linear motor drive, and aplurality of stator portions coupled to the rail-path to produce adriving force in association with the carrier. Each of the statorportions includes a stator controller for controlling the driving of thecarrier. The main controller has means for multiple address transmissionof optimal speed range. The stator controller has means for railconfiguration selection, and is adapted to select the speed range on thebasis of the selection by the rail configuration selection means.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram for explaining a conventional linear motor carcontrol system;

FIG. 2 is a representation for explaining the control operation of thesystem shown in FIG. 1;

FIG. 3 is a block diagram of a transport control system according to anembodiment of the present invention;

FIG. 4 is a block diagram of a transport control system according toanother embodiment of the present invention;

FIG. 5 is a representation for explaining run-away prevention controlaccording to the present invention;

FIG. 6 is a representation for explaining speed control according to thepresent invention;

FIG. 7 is a table for explaining speed control;

FIG. 8 is a perspective view showing the outer appearance of a systemaccording to an application of the present invention;

FIG. 9 is a perspective view showing the arrangement of stators in thesystem application shown in FIG. 8;

FIGS. 10, 11, and 12 are representations showing rail-pathconfigurations, respectively;

FIG. 13 is a perspective view showing a carrier and a stator;

FIGS. 14, 15, and 16, respectively, are schematic views for explainingthe operation of the carrier and the stator;

FIGS. 17, 18, 19, and 20 are schematic views for explaining a carrierlift mechanism, a rail cover mechanism, and a shutter opening/closingmechanism in the system application of FIG. 8, respectively;

FIGS. 21A and 21B are diagrams showing the configuration of the statorcontroller in the system of FIG. 3;

FIG. 22 is a representation for explaining the transmission/receptionoperation;

FIGS. 23 and 24, respectively, are flow charts for explaining the startmode;

FIGS. 25A, 25B, 26A and 26B respectively, are flow charts for explainingthe acceleration/deceleration mode;

FIG. 27A and 27B are flow chart for explaining the stop mode;

FIG. 28 is a graph for explaining speed control determination; and

FIG. 29 is a graph for explaining stop conditions.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Before the preferred embodiments of the present invention are described,the prior art will be described with reference to FIGS. 1 and 2 to givea better understanding of the present invention.

As shown in FIG. 1, in a conventional transport control system wherein acarrier 6 is driven along a rail-path 5 coupled to a plurality ofstators 4(1) to 4(n), a system controller 1 supplies an instruction to alinear motor controller 2 in accordance with a request from associatedequipment 8. The linear motor controller 2 controls the stators 4(1) to4(n) for driving the carrier 6 via cables 24. The carrier 6 is startedfrom a start position (e.g., the stator 4(1)), accelerated ordecelerated to pass by subsequent stators and stopped at a desired stopposition (e.g., the stator 4(n)). According to the conventional systemof this type, the linear motor controller 2 constantly detects thestatus of each stator and directly controls the stator in such a mannerthat, upon reaching the stator, the carrier 6 is running at a desiredvelocity. Accordingly, the linear motor controller 2 must receive andprocess a plurality of status signals from the respective stators, andas a result, the processing capacity of the controller 2 is limited.

This factor causes little trouble when the number of stators is small.However, when the number of stators is large or the distance betweenevery two adjacent stators is short, the processing capacity of thelinear motor controller 2 cannot cope with the increased number ofprocessing requests. Therefore, the speed of the carrier must bedecreased. When a system layout is modified, the processing contents ofthe linear motor controller 2 must be updated, and as a result, theoperations become complicated. In addition, since the processingcapacity is limited, if a failure occurs then processing is interruptedand the carrier may be temporarily out of control.

Assume that among the four stators 4(1) to 4(4) along the rail-path 5,the stator 4(1) is defined as the start position, the stator 4(4) isdefined as the stop position, and the remaining stators 4(2) and 4(3)are used for accelerating/decelerating the carrier 6 as in theconventional linear motor system. Conventionally, the linear motorcontroller 2 sends a start command STR to the stator 4(1), as shown inFIG. 2(1), to start the carrier 6 from the stator 4(1). After thecarrier 6 is started, the controller 2 sends anacceleration/deceleration command SPC to the stator 4(2), as shown inFIG. 2(2), to accelerate or decelerate the carrier 6 at the stator 4(2).As shown in FIG. 2(3), the controller 2 then sends the command SPC tothe stator 4(3) to accelerate or decelerate the carrier 6 at the stator4(3). When the carrier 6 passes by the stator 4(3), the controller 2sends a stop command STP to the stator 4(4), as shown in FIG. 2(4),thereby stopping the carrier 6 at the stator 4(4).

In normal operation, the control operation in FIG. 2 is performed insuch a manner that the stators are sequentially controlled by followingthe movement of the carrier 6 along the rail-path. However, if a failureoccurs, then a run-away of the carrier 6 cannot be prevented.

When a failure occurs at an interface between the linear motorcontroller and the stators 4(2), 4(3), and 4(4), even if a command issent to these stators after the carrier 6 has left the stator 4(1), thecarrier 6 will not operate normally. In this case, the carrier 6 willnot be correctly controlled at these stators 4(2) to 4(4) and a run-awayof the carrier 6 may occur.

During normal operation, the controller 2 supplies a given command orinstruction to a given stator immediately before the carrier reaches thegiven stator. When a failure in operation of the stator or the like isdetected upon sending of the command, the carrier 6 can no longer becontrolled since it is about to reach the given stator. As a result, arun-away of the carrier 6 cannot be prevented.

A transport control system with linear motor drive according to anembodiment of the present invention is shown in FIG. 3. Referring toFIG. 3, reference numeral 1 denotes a system controller for controllingthe entire system on the basis of a request from, e.g., a teller'scounter, as the request source; and 2, a linear motor controller forcontrolling the respective stators 4(1) to 4(n) in response to transportinstructions from the system controller 1. Reference numerals 3(1),3(2), . . . , and 3(n) denote stator controllers coupled to the stators4(1) to 4(n), respectively. The stator controllers 3(1) to 3(n) energizethe corresponding stators in response to instructions sent throughcables 25, 26, and 27, thereby controlling the driving of the carrier 6.Each stator controller 3(1) to 3(n) comprises a microprocessor.

The linear controller 2 is connected to the stator controllers 3(1) to3(n) in accordance with the multidrop method shown in FIG. 3, or theymay be connected in parallel with each other via cables 28, as shown inFIG. 4. The main feature of the present invention lies in thearrangement wherein the stator controllers 3(1) to 3(n) having a controlfunction are respectively coupled to the stators 4(1) to 4(n), receiveinstructions and data from the linear motor controller 2, are set in thedesignated operating modes, and energize the corresponding stators tocontrol the speed of the carrier in the designated operating modes.

The linear motor controller 2 thus sends an operating mode instructionand speed data to each of the stators 4(1) to 4(n). The actualoperations of the stators 4(1) to 4(n) are controlled by the statorcontrollers 3(1) to 3(n), respectively.

Each of the stator controllers 3(1) to 3(n) has, as basic operatingmodes, a neutral mode for making the corresponding stator inactive, astart mode for energizing the corresponding stator 4(1) to 4(n) to startthe carrier, an acceleration/deceleration mode for making thecorresponding stator 4(1) to 4(n) accelerate or decelerate the carrier,and a stop mode for stopping the carrier. Each stator controller 3(1) to3(n) is set in any one of the above basic modes in response to aninstruction from the linear motor controller 2.

Each stator 4(1) to 4(n) controls the speed of the carrier 6 in thegiven operating mode in such a manner that the carrier 6 is smoothlydriven from the start position to the stop position. Upon nearing thestop position, the carrier 6 is decelerated and stopped in such a mannerthat it does not come in contact with the stator at the stop position.

Since the stator controllers 3(1) to 3(n) having a control function arerespectively coupled to the stators 4(1) to 4(n), run-away preventioncontrol and speed control can be performed as follows. As describedabove, a given operating mode can be set by an instruction (command) toperform run-away prevention control. Assume that the stator 4(1) amongthe four stators 4(1) to 4(4) along the rail-path 5 is defined as thestart position, stator 4(4) as the stop position, and the remainingstators 4(2) and 4(3) are used for accelerating/decelerating the carrier6 as in the conventional linear motor system. Conventionally, the linearmotor controller 2 sends the start command STR to the stator 4(1), asshown in FIG. 2(1), to start the carrier 6 from the stator 4(1). Afterthe carrier 6 is started, the controller 2 sends theacceleration/deceleration command SPC to the stator 4(2), as shown inFIG. 2(2), to accelerate or decelerate the carrier 6 at the stator 4(2).As shown in FIG. 2(3), the controller 2 then sends the command SPC tothe stator 4(3) to accelerate or decelerate the carrier 6 at the stator4(3). When the carrier 6 passes by the stator 4(3), the controller 2sends the stop command STP to the stator 4(4), as shown in FIG. 2(4),thereby stopping the carrier 6 at the stator 4(4). The conventionalcontrol operation in FIG. 2 is performed in such a manner that thestators are sequentially controlled by the movement of the carrier 6along the rail-path. However, in normal operation of a conventionalcontrol, if a failure occurs, a run-away of the carrier 6 cannot beprevented. When a failure in operation of an interface between thelinear motor controller 2 and the stators 4(2), 4(3) and 4(4) occurs,proper operation may not be carried out if the operating commands aresent to the stators 4(2), 4(3) and 4(4) after the carrier 6 is startedfrom the stator 4(1). For this reason, control failures may occur in thestators 4(2) to 4(4), or there may be no control at all, resulting in arun-away of the carrier 6.

In normal operation, the controller 2 supplies a given command orinstruction to a given stator immediately before the carrier reaches thegiven stator. When a failure in operation of the stator or the like isdetected upon sending of the command, the carrier 6 can no longer becontrolled since it is about to reach the given stator, and as a result,a run-away of the carrier 6 cannot be prevented.

However, according to the system shown in FIG. 3, a command is sent to agiven stator in advance, the given stator is set in a given operatingmode represented by this command, and thereafter the carrier 6 isdriven.

More particularly, as shown in FIG. 5, when a command is supplied fromthe system controller 1 to the linear motor controller 2, among thestators 4(1) to 4(4) associated with driving the carrier 6, the stators4(2) to 4(4) (excluding the stator 4(1) as the start position stator)and the stator 4(5) next to the stator 4(4) as the stop position statorreceive their respective operating commands. In other words, the linearmotor controller 2 sends the command SPC to the stator controllers 3(2)and 3(3) for the stators 4(2) and 4(3) and the stop command STP to thestator controllers 3(4) and 3(5) for the stators 4(4) and 4(5).

As shown in FIG. 5, when the stators 4(2) and 4(3) are operatingnormally, they are set from the neutral mode to theacceleration/deceleration mode. Similarly, when the stators 4(4) and4(5) are operating normally, they are set from the neutral mode to thestop mode.

The linear motor controller 2 has means for detecting failures inoperation of the stator controllers, including detecting failure ofoperation of a destination stator in the plurality of stators 4(2) to4(4) and 4(5). In addition, the linear motor controller 2, incombination with the stators 4(2) to 4(4) and 4(5), has means fordetecting an existence of overlap of a portion of the range where therunning of the carrier is expected with the portion of the range wherethe carrier is actually running, and means for detecting obstacles inthe rail-path. The structure for the means for detecting obstacles insaid rail path could include, as would be known to those skilled in theart, detectors provided along the rail-path which are connected tolinear motor controller 2 in a manner similar to the described hereafterfor sensors 531-534, the stator motor CPU, and the controller 2. Thus,the linear motor controller 2 can control the start of a carrier on thebasis of the result of obstacle detection, absence of failure inoperation of a stator controller, and also drive the carrier only whenan overlap between the actual running of the carrier and the proposedrunning of the carrier does not exist.

The linear motor controller 2 sends the commands to check the operationmodes of the stators 4(2) to 4(4) and 4(5), as follows.

The linear motor controller 2 sends the command signal SNS to thestators 4(2) to 4(4) and 4(5) to establish the proper operation modes atthese stators and to check if these stators have correctly switched tothe designated operation modes.

If any one of the stators 4(2) to 4(4) and 4(5) has not switched to thedesignated operation mode, a failure of the stator or interface isdetermined and an error is indicated.

When the linear motor controller 2 detects that the stators 4(2) to 4(4)and 4(5) are properly set in the designated operating modes, thecontroller 2 sends the start command STR to the stator 4(1), as shown inFIG. 5. The stator 4(1) is then switched from the neutral mode to thestart mode, thereby starting the carrier 6.

When the carrier 6 is started from the stator 4(1), the stator 4(1) isset to the stop mode STP as shown in FIG. 5. The carrier 6 issequentially driven and subjected to acceleration/deceleration control.When the carrier 6 passes by the stator 4(2), the stator 4(2) is set tothe stop mode STP in the same manner as the stator 4(1), as shown inFIG. 5. Similarly, after the carrier 6 is accelerated or decelerated bythe stator 4(3), the stator 4(3) is set to the stop mode STP in the samemanner as the stators 4(1) and 4(2). Thus, if the carrier 6 is repelledby any one of the stators 4(2) and 4(3) and driven backwards, it can bestopped since the previous stator is set to the stop mode STP when thecarrier 6 has passed that stator, and as a result, a run-away of thecarrier 6 can be prevented.

The carrier 6 is stopped by the stator 4(4). If a failure occurs in thestator 4(4), then the carrier 6 is stopped by the stator 4(5). Duringthe above operation, the linear motor controller 2 sends a sense commandSNS to the stators 4(1) to 4(4) to check their operating states andmonitor the running status of the carrier 6.

Speed control can be performed by the stator controller as follows. Forexample, as shown in FIG. 6, when the carrier 6 is driven from thestator 4(1) to the stator 4(7), the carrier 6 is started from the stator4(1) at maximum speed. The carrier 6 then passes by the stators 4(2) and4(3), still at maximum speed, is then gradually decelerated through thestators 4(4), 4(5), and 4(6), and finally, is stopped at the stator4(7). Since the carrier 6 must be stopped in such a manner that it doesnot come in contact with the stator 4(7), the speed of the carrier 6must be gradually decelerated to a speed at which the carrier 6 can beimmediately stopped near the stator 4(7). The speed characteristic curveis set to achieve the above operation, and the linear motor controller 2controls the stators in accordance with this curve. In practice, whenthe rail-path comprises a linear path, a curved path, an ascending slopepath, or a descending slope path, the required speed of the carrier 6varies. For example, when a rail-path between the stators 4(6) and 4(7)is a linear portion, as shown in FIG. 6, speed data V(0) is sent to thestator 4(6) so as to set the passing speed of the carrier 6 to V(0).However, when the rail-path comprises a descending slope portion, thespeed V(0) is too high and the carrier 6 may be derailed. In this case,the carrier passing speed at the stator 4(6) must be set to V(-) lowerthan the speed V(0). However, when the rail-path comprises an ascendingslope or curved path, the speed V(0) is so low that the carrier 6 maystop of its own accord. Therefore, the carrier passing speed at thestator 4(6) must be set to V(+) higher than the speed V(0). This alsocan be applied to a rail-path between any two adjacent stators.Therefore, for the above reasons, speed control must be performed inaccordance with the shape of the rail-path. To this end, the linearmotor controller 2 calculates the instructed speeds, to be sent to therespective stators in accordance with the shape of the rail-pathsbetween every two adjacent stators, on the basis of a basic speedcontrol pattern. This calculated instruction speed data then must besent to the respective stators. When the rail-path has predeterminedstart and stop position stators, only an actual speed pattern isdetermined. However, when the start and stop position stators are notdetermined and the carrier 6 is to be started from any stator andstopped at any other stator, the linear motor controller must calculatethe instructed speeds to be sent to the respective stators on the basisof the basic speed control pattern.

Accordingly, the linear motor controller requires a program for speedcalculation and a heavy calculation load is imposed. In addition, speedcommands cannot be given to the corresponding stators until thecalculation is completed. Therefore, the processing time required from atransport request to actual transport is prolonged, thereby partiallydegrading the high-speed transport performance as a whole.

As shown in FIG. 7, speed data (a maximum speed that will allow thecarrier to pass safely along the rail-path, a minimum speed, and acorrection value) for a rail-path shape having a combination of linear,curved, ascending slope, and descending slope paths is prepared. Theproper speed data is selected in accordance with the shape of therail-path portions extending between every two adjacent stators. Thelinear motor controller 2 supplies a designation value to each stator,in accordance with the basic speed control characteristic curve in FIG.6, when the carrier 6 is driven. Each of the stator controllers 3(1) to3(3) determines a control speed in accordance with the above designationvalue and the speed data. The speed data is set in the following manner.The linear motor controller 2 simultaneously sends a Table 21 (to bedescribed in detail later) of FIG. 7 to the stator controllers 3(1) to3(n) for all stators, to enable the stators to select the proper data inaccordance with the shapes of the rail-path portions extending betweenevery two adjacent stators. Namely, the speed data may be set in such amanner that the linear motor controller 2 selects the proper speed datain accordance with the shapes of the rail-path portions connected to thetwo ends of each stator on the basis of the Table 21 of FIG. 7.

In this manner, the load of the linear motor controller 2 is decreasedand a smooth speed control is carried out.

FIG. 8 is a schematic view of an application of the present invention,showing a cash transportation system in a bank. Referring to FIG. 8,reference symbol CT denotes a teller's counter at which customers canrequest a transaction to be made, such as a deposit, withdrawal, ortransfer transaction. Reference symbol OTM denotes an on-line tellermachine. A teller enters the transaction data requested by a customer atthe teller machine OTM. The teller machine OTM has a keyboard, adisplay, and a printer and is connected to a system controller (notshown). Reference symbol TAD denotes a teller cash reception unit whichreceives cash inserted by the teller and counts the total amount of cashinserted; STW, a terminal writer for printing transaction data on aninserted passbook; and CA and CB, cash insertion/dispensing ports,respectively. The teller places cash on the carrier 6 driven along therail-path 5 through the cash insertion/dispensing port CA and removescash from the carrier 6 through the cash insertion/dispensing port CB.Reference symbol AC denotes a cash reception/dispensing unit whichcomprises a cash dispensing unit ACU and a cash reception unit ACU. Thecash is transported from the cash dispensing unit ADU to the carrier 6along the rail-path 5 in response to a cash dispensing instruction fromthe system controller 1 (FIG. 3), and the cash is removed from thecarrier 6 to the cash reception unit ADU in response to a cash receptioninstruction. Reference symbol CCU denotes an consulting unit terminalwhich is an associated equipment and which comprises a display and akeyboard. A consulting instruction is entered at the terminal CCU, whichis supplied to the system controller 1 (FIG. 3), and a consulting resultis displayed at the terminal CCU.

The operation of the cash transport system will be describedhereinafter. The carrier 6 is driven back and forth between the teller'scounter CT and the cash dispensing unit AC so as to transport cashtherebetween. When a deposit transaction is to be performed, the carrier6 carries cash from the cash insertion/dispensing port CA or CB or theteller cash insertion unit TAD and is started along the rail-path 5. Thecarrier 6 is then stopped at the cash reception unit ADU. The cashreception unit ADU receives the cash from the carrier 6. Thereafter, thecarrier 6 returns to the counter CT. However, when a withdrawaltransaction is to be performed, the carrier 6 is started from thecounter CT and is stopped at the cash dispensing unit ACU. The carrier 6then receives cash from the ACU unit, is driven along the rail-path 5and is stopped at a requested cash insertion/dispensing port (station)CA or CB. The teller then removes the cash from the carrier 6. Thestations CA and CB are provided with stators coupled to the rail-path 5so that the carrier 6 can be started, accelerated, decelerated, andstopped by the linear motor controller at the stations CA and CB. FIG. 9shows the arrangement of stators along the rail-path. The stators 4(1),4(2), and 4(3) are arranged in such a manner that the carrier 6 can bestarted from, accelerated or decelerated, or stopped at the cashinsertion port CA, the teller cash reception unit TAD, or the dispensingport CB. The stators 4(4), 4(5), 4(6) and 4(7) are arranged toaccelerate or decelerate the carrier 6 at sloped and curved portions ofthe rail-path 5. The stators 4(8) and 4(9) are arranged in such a mannerthat the carrier 6 can be started from, accelerated or decelerated, orstopped at the cash dispensing unit ACU and the cash reception unit ADU,respectively. The start/stop position stations 4(1), 4(2), 4(3), 4(8)and 4(9) have carrier lift mechanisms (to be described later),respectively.

The rail-path 5 comprises the elements shown in FIGS. 10, 11, and 12.The rail-path 5 shown in FIG. 9 is constituted by a combination of thelinear paths 5(LINEAR) of FIG. 10, the curved paths 5(CURVE) of FIG. 11,and the sloped paths 5(SLOPE) of FIG. 12.

FIG. 13 shows the constructions of the carrier and the stator,respectively, as used in the present invention. Reference numeral 6 inFIG. 13 is a perspective view of the carrier 6 and reference numeral 4in FIG. 13 is a perspective view of the stator 4. Referring to FIG. 13,reference numeral 600 denotes a carrying member for carrying atransported object (cash). The carrying member 600 has a cover toprevent the transported object from being thrown off the carrying member600. Reference numeral 601 denotes a support plate which supports thecarrying member 600; and 602, a rotor plate which is mounted at thelower portion of the support plate 601 and which corresponds to therotor of the linear motor. Reference numerals 603 and 604 denote guideplates, respectively; 6051 and 6061, upper guide rollers, respectively;and 6052 and 6062, lower guide rollers, respectively. The upper guiderollers 6051 and 6061 and the lower guide rollers 6052 and 6062 arearranged in the guide plates 603 and 604, respectively, and a rail isheld therebetween. Reference numerals 6053 and 6063 denote side guiderollers which are brought into rolling contact with the side surfaces ofthe rail. The side guide rollers are arranged in the guide plate 603.Reference numeral 607 denotes a slit portion formed in the guide plate603. This slit portion is detected by a sensor (to be described later)to determine the carrier's position and speed. Guide rollers 6051 to6053 and 6061 to 6063 are also arranged in the guide plate 604.

FIG. 13 also shows a perspective view of a stator, in which referencenumerals 410 and 411 denote bases, respectively; and 412 and 413, guideportions, respectively. The guide portions 412 and 413 are spaced apartby a gap into which the rotor plate 602 of the carrier 6 can be insertedin such a manner that there is no contact between them. The guideportions 412 and 413 have core portions mounted thereon, respectively.Reference numerals 414 and 415 denote these coil portions, each of whichcomprises a driving coil, an aligning coil, and anacceleration/deceleration coil.

The linear motor drive comprising the carrier and the stator shown inFIG. 13 will now be described with reference to FIGS. 14, 15, and 16.

As shown in FIG. 16, a pair of U-shaped rails 51 and 52 are fixed on theleft and right sides of the rail-path 5. The stator 4 is disposedbetween the rails 51 and 52. Four transmitting photoelectric sensors531, 532, 533, and 534 are mounted on the rail 51 at each stator 4position. The sensors 531 and 534 are mounted at positions correspondingto the front and rear ends of the stator 4 and detect the slit portion607 of the carrier 6, to determine whether or not the carrier 6 isarriving at the stator 4 or has passed by the stator 4. The sensors 532and 533 are arranged at positions for aligning the stator. The outputsfrom the sensors 531 to 534 are also used for detecting the speed of thecarrier 6.

As shown in FIGS. 14 and 15, the upper and lower guide rollers 6051 and6052 hold the upper portion of the rail 51 in rolling contact, and theside guide roller 6053 is brought into rolling contact with the sidesurface of the rail 51, thereby guiding and holding the carrier 6 in alldirections along and to the rails 51 and 52. In this state, the rotorplate 602 of the carrier 6 is floating between the guide portions 413and 414 of the stator in a position such that it can receive a magneticflux from the stator. The slit portion 607 of the carrier 6 is on thesame level as that of the sensors 531 to 534.

When the stator is energized, the carrier 6 is started, accelerated,decelerated, or stopped along the rails 51 and 52. At the same time, theposition and speed of the carrier 6 are detected by the sensors 531 to534.

FIGS. 17, 18, 19, and 20 show a carrier lift mechanism, a rail covermechanism, and a shutter opening/closing mechanism for each of thestators 4(1), 4(2), 4(3), 4(8), and 4(9) shown in FIG. 9.

Referring to FIGS. 17, 19, and 20, reference numerals 580 and 581 denotea pair of guide columns for vertically guiding the carrier 6; and 582and 583, slider blocks which are respectively vertically moved along theguide columns 580 and 581. The slider blocks 582 and 583 have railelements 511 and 521 as parts of the rails 51 and 52 at their distalends, respectively. Reference numeral 584 denotes a link mechanism; 585,a lift motor; and 586, a gear. The front end of the link mechanism 584is connected to the slider block 583, and the rear end of the linkmechanism 584 is connected to a shaft of the gear 586. When the liftmotor 585 is rotated, the gear 586 is rotated to actuate the linkmechanism 584. Reference numerals 561 and 562 denote upper and lowerlimit detection switches, respectively. These switches 561 and 562 areoperated by the slider block 583 to detect the upper and lower limits ofthe lift mechanism, respectively. The above components constitute thelift mechanism.

Referring to FIGS. 17 and 18, reference numerals 540 and 541 denote railcover levers, respectively. The levers 540 and 541 have rail elements5202 and 5212 at their upper ends and can be pivoted about pivot pins551 and 552, respectively. Reference numerals 542 and 543 denote linkmechanisms for pivoting the rail cover levers 540 and 541, respectively;and 544 and 545, gears, respectively. One end of each of the linkmechanisms 542 and 543 is connected to a corresponding one of the gears544 and 545. Reference numeral 546 denotes a rail cover motor fordriving the gear 544; and 547, a frame for supporting the motor 546, thegears 544 and 545 and the rail cover levers 540 and 541. Referencenumeral 57 denotes a rail cover opening/closing detection switch whichis operated upon pivotal movement of the rail cover lever 540 to detectthe positions of the rail elements 5202 and 5212. The above componentsconstitute the rail cover mechanism. The rail elements 511 and 521 arenormally withdrawn, as shown in FIGS. 14, 15 and 16. The rail elements5202 and 5212 compensate for the rail elements 511 and 521 when the railelements 511 and 521 are lifted by the lift mechanism and are separatedfrom the rails 51 and 52 so that they will not interfere with themovement of the carrier 6, as shown in FIG. 17. However, when only onecarrier is in use, the rail elements 5202 and 5212 need not be used.

Reference numeral 750 denotes a shutter corresponding to a cover of thecash insertion/dispensing ports CA and CB; 751, a shutter motor foropening/closing the shutter 750; 752, a link mechanism foropening/closing the shutter 750 upon rotation of the motor 751; and 76,a shutter opening/closing detection switch which is engaged with part ofthe shutter 750 to detect opening/closing of the shutter 750. The abovecomponents constitute a shutter opening/closing mechanism. The shutteropening/closing mechanism is arranged only in each of the stators 4(1)and 4(2) corresponding to the cash insertion/dispensing ports CA and CB.

The operation of the above mechanisms will be described with referenceto FIGS. 17, 18, 19, and 20. In the normal state, parts of the rails 51and 52 are constituted by rail elements 511 and 521, respectively, asshown in FIG. 17. When the carrier 6 is stopped and aligned by thestator, the lift motor 585 is rotated in the direction indicated by thearrow in FIG. 20 from the state of FIG. 19. The gear 586 is rotated inthe direction indicated by the arrow in FIG. 20 to actuate the linkmechanism 584 and lift the slider blocks 582 and 583 along the guidecolumns 580 and 581. In FIG. 20, the slider block 583 is shown beingmoved upwardly along guide columns 5811 and 5812 which form the guidecolumn 581. The carrier 6 is moved together with the rail elements 511and 521. When the slider block 583 reaches the upper limit, a switch 562is operated to stop the motor 585. Therefore, the state shown in FIGS.18 and 20 is achieved. The rail elements 511 and 521 are separated fromthe rails 51 and 52, respectively. Under this condition, another carriercannot pass through this stator. For this reason, the motor 546 of therail cover mechanism is rotated in the direction indicated by arrow inFIG. 18 to rotate the gear 544 and the gear 545 meshed therewith in thedirections shown by the arrows. The link mechanisms 542 and 543 areoperated to pivot the rail cover levers 540 and 541 about the pivot pins551 and 552 of FIG. 18 from the state of FIG. 17. The omitted portionsof the rails 51 and 52 are thus compensated by the rail elements 5202and 5212 mounted at the upper ends of the levers 540 and 541,respectively.

When the carrier 6 reaches the upper limit, the motor 751 is rotated toactuate the link mechanism 752, thereby opening the shutter 750, asshown in FIG. 18.

The teller can then insert the transported object in or remove it fromthe carrier 6. The process from the state of FIG. 18 to that of FIG. 17is then performed in reverse to return the carrier 6 to and start it onthe rails 51 and 52.

FIG. 21 is a detailed block diagram of one of the stator controllers3(1) to 3(n) shown in FIG. 3. Reference numeral 30 denotes a stator CPUhaving an internal memory (RAM) 301. The stator CPU 30 exchanges dataand commands with the linear motor controller 2 and data and flags witha motor CPU and a mechanism CPU to be described later. The stator CPU 30serves as a relay CPU. Reference numeral 31 denotes a motor CPU whichcontrols energization of a stator in response to an instruction from thestator CPU 30. The motor CPU 31 has a speed measurement counter 311 anda memory (RAM) 312. Reference numeral 32 denotes a multiplexerresponsive to a selection signal SEL to select the outputs from thesensors 531 to 534 for detecting the slit portion 607 of the carrier 6.A selected detection signal is supplied from the multiplexer 32 to themotor CPU 31. Reference numeral 33 denotes a rail-path shape switch atwhich the operator enters rail-path shape data (linear, curve, ascendingslope, descending slope, etc.) in accordance with the shapes of therail-path portions extending between every two adjacent stators. Theinput rail-path shape data is fetched by the motor CPU 31. Referencenumeral 34 denotes a coil driver network having drives 341, 342, and 343which are arranged by solid-state relays. The driver 341 applies an ACvoltage to an accelerating/decelerating AC coil 4142 of the stator 4 inaccordance with a direction (right or left) instruction from the motorCPU 31. The driver 342 drives an aligning single-phase coil 4141 of thestator 4 in response to an alignment command PCMD from the motor CPU 31.The driver 343 drives a damping coil 4143 of the stator 4 in response toa damping command SCMD from the motor CPU 31. Reference numeral 35denotes an interface circuit having flag portions 351 and 352 forexchanging flags with the stator CPU 30 and registers 353 and 354 forexchanging commands and data with the stator CPU 30. Reference numeral36 denotes a first bus through which flags, data, and commands areexchanged between the stator CPU 30 and the interface circuit 35.Reference numeral 37 denotes a second bus through which flags, data, andcommands are exchanged between the stator CPU 30 and an interfacecircuit of a mechanism control CPU 382. The mechanism control CPU 382has an internal memory (RAM) 3821. The mechanism control CPU 382controls the motors 585, 546, and 751 of the lift, rail cover, andshutter opening/closing mechanisms described with reference to FIG. 17.Reference numeral 381 denotes an interface circuit having flag portions3811 and 3812 for exchanging flags with the stator CPU 30 through thebus 37, and registers 3813 and 3814 for exchanging commands and datawith the stator CPU 30 through the bus 37.

Reference numerals 383, 384 and 385 denote motor and sensing mechanismsrespectively comprising motor drivers 3832, 3842 and 3852, motors 585,546 and 751, and sensors 561/562, 57 and 76 respectively. A mechanismcontrol unit 38 having the above elements shown in FIG. 21B is arrangedonly in each of the stators 4(1), 4(2), 4(3), 4(8), and 4(9) which areprovided with lift mechanisms, as shown in FIG. 9.

The method described with reference to FIG. 3 and the operation of theapparatus shown in FIG. 21 will be described with reference to aninput/output signal chart of FIG. 22.

(1) The linear motor controller sends a control data reception commandRECV and rail-path shape speed data of FIG. 7 to all stators throughcables at the time of system initialization. The speed data includesmaximum and minimum speeds for rail-path shape data (i.e., linear,curved, ascending slope, descending slope, curve+ascending slope, andcurve+descending slope paths) and a correction value to be used when thenext stator is regarded as a stop position stator.

(2) In each stator, the corresponding stator CPU receives the inputdata, temporarily stores it in the RAM thereof, and then transfers it tothe corresponding motor CPU through the bus. The transfer controlthrough this bus is a so-called handshake control. The stator CPU sets atransfer flag in the flag portion 351 and the speed data in the register353. The motor CPU checks that the flag 351 represents a data transferfrom the stator CPU and reads the content of the register 353.Thereafter, the motor CPU sets the flag 352, sends a reception-enableresponse to the stator CPU through the bus and waits for the next data.The motor CPU sequentially stores the speed data in the Table format ofFIG. 7.

In this manner, speed data of the respective rail shapes is stored inthe stator controllers of all the stators.

(3) Upon installation of a rail-path in a factory or at a site, theoperator sets at the rail-path shape switch the shapes of the rail-pathsextending from each end of every two adjacent stators. Therefore, themotor CPU stores the two rail-path shapes of each stator. For example,in the case of the stator 4(5) of FIG. 9, the right-hand path comprisesa curved path, and the left-hand path comprises an ascending slope path.Note, the rail-path shapes can be input to the respective statorsthrough signals from the linear motor controller.

When the rail-path shapes are preset, speed data suitable for theserail-path shapes can be selected from the speed table (FIG. 7).

The maximum and minimum speeds of the carrier vary to allow smoothdriving along the differently formed rail-paths. For example, if theactual speed of the carrier exceeds the maximum speed for the givenpath, the carrier will be derailed. On the other hand, if the actualspeed of the carrier is lower than the minimum speed for the given path,the carrier will stop of its own accord. Thus, it is preferable for thecarrier to run at the maximum possible speed. However, since the carrieris stopped without coming into contact with the rails, deceleration ofthe carrier must begin at a position two or more stators prior to thestop position stator. Therefore, an ideal speed control characteristiccurve must be predetermined, and the carrier must be driven inaccordance with that curve.

As described above, since maximum and minimum speeds vary in accordancewith the shape of the rail-path, the characteristic curve must beupdated upon determination of the start and stop positions. When suchdata updating is performed for every run of the carrier under thecontrol of the linear motor controller, the volume of processing databecomes large.

Since the speed data table is sent to the respective stator portions,each stator selects from the speed data table the maximum and minimumspeeds respectively corresponding to the rail-path shape thereof. Thelinear motor controller sends only designation speed data derived fromthe ideal speed control characteristic curve, that is, only data ofoptimum velocities regarding a predetermined ideal rail-path (a straightrail-path for presuming an ideal form for a rail-path) is sent to thestator portions. Then each stator selects the most suitable maximum andminimum speeds for its particular portion of the rail-path. With thisarrangement, the processing load of the linear motor controller need notbe increased, and each stator can automatically select the appropriatemaximum and minimum speeds which correspond to the rail-path shape inits particular portion, thereby preventing the carrier from beingderailed or stopping of its own accord. In addition, the carrier can becontrolled in accordance with the basic speed control characteristiccurve.

(4) When a transport instruction is sent from the system controller tothe linear motor controller, the carrier accelerating/deceleratingstators receive the command SPC. For example, as shown in FIG. 6, whenthe stators 4(1) and 4(7) are defined as the start and stop positionstators, respectively, the linear motor controller supplies the speeddata SVC to the stators 4(2), 4(3), 4(4), 4(5), and 4(6). This speeddata SVC is derived from the basic speed control characteristic curve ofFIG. 6.

The respective stator CPUs of the stators 4(2) to 4(6) receive thecommand SPC and the speed data SV through the cable. The received datais transferred to the motor CPU through the bus and the interfacecircuit in the manner described above.

The motor CPU has four modes: the neutral mode in which there is nocontrol carried out; the acceleration/deceleration mode for acceleratingor decelerating the carrier; the start mode for starting the carrier;and the stop mode for stopping the carrier. Any one of the modes is setin response to an external command.

When the motor CPU receives the command SPC from the stator CPU, themotor CPU is set from the neutral mode to the acceleration/decelerationmode.

When the motor CPU is set n the acceleration/deceleration mode, anacceleration/deceleration mode response signal is supplied from themotor CPU to the stator CPU through the interface circuit and the bus.At the same time, the speed data SVC is stored in the RAM of the motorCPU.

The linear motor controller sends the sense command SNS to theacceleration/deceleration stators 4(2) to 4(6) through the cable to readthe operating mode of the motor CPU. The command SNS is supplied to thestator CPU, and the mode is acknowledged by a signal sent as a responseto the linear motor controller through the cable. The linear motorcontroller detects that the stators 4(2) to 4(6) are set in thedesignated operating mode (i.e., the acceleration/deceleration mode) inaccordance with this response.

(5) The linear motor controller sends the stop command STP to the stopstator (4(7) in FIG. 6) and the next stator (4(8) in FIG. 6). The statorCPUs of the stop stators 4(7) and 4(8) receive the command STP which isthen transferred to the corresponding motor CPUs. When the motor CPUsare normal, their stators are set from the neutral mode to the stopmode. This operating mode is signalled from the motor CPUs to thecorresponding stator CPUs in the same manner as described above.

According to the method of FIG. 3, the command STP is sent to the stator4(8) next to the stop stator 4(7) in FIG. 6). The stator 4(8) is thusalso set in the stop mode. Thus, if a failure occurs in the stator 4(7),the carrier can be stopped at the next stator 4(8), thereby preventing arun-away of the carrier.

If the stators (e.g., 4(8), 4(9), . . . ) next to the stop stator arealso set in the stop mode, the reliability of the system can be furtherimproved.

The linear motor controller sends the command SNS to the stop stator(s),and the operating mode signal is sent as a response to the statorcontroller(s) through the cable(s). Therefore, the linear motorcontroller can detect that the designated stators are set in the stopmode.

In this manner, commands are sent to the acceleration/deceleration andstop stators to set them in the designated operating modes before thecarrier is actually driven. At the same time, the linear motorcontroller checks that these stators are set in the designated modes.This control is based upon a normal status of the stators and theinterface circuit including the cables, and that the stators are set inthe designated operating modes. Therefore, run-away of the carriercaused by a failure in operation of the interface and the stators can beprevented in advance.

(6) When the linear motor controller completes the above check, it sendsthe command STR (including a running direction) to the start stator(4(1) in FIG. 6). The stator CPU of the start stator receives thecommand STR through the cable and sends a signal acknowledging receiptof the command STR to the corresponding motor CPU in the same manner asdescribed above. The operating mode of the motor CPU is then set fromthe neutral mode to the start mode.

When the motor CPU is set in the start mode, the carrier is started inthe manner described below.

Note, the start stator is automatically set from the start mode to thestop mode after the carrier is started.

(7) Thereafter, the carrier is driven along the rail-path and issubjected to acceleration/deceleration control atacceleration/deceleration stators in a manner to be described later. Atthe same time, the linear motor controller sends the command SNS to therespective stators associated with driving the carrier, through thecables, and detects the operating status of each stator. The linearmotor control checks whether or not the carrier has passed the statorsand has stopped at the given stator. Note, the acceleration/decelerationstators are automatically set in the stop mode when the carrier has gonepast.

In this manner, the start and acceleration/deceleration stators are setin the stop mode when the corresponding control operations arecompleted. Thus, even if the carrier is repelled by a stator next to agiven stator, whose mode is switched to the stop mode, and is returnedto the given stator, the carrier can be stopped, thereby providing atransport system with high reliability. The start mode, theacceleration/deceleration mode, and the stop mode will be described withreference to flow charts of FIGS. 23, 24, 25, 26, and 27.

(A) The start mode will be first described (FIGS. 23 and 24).

(A-1) When the motor CPU is set in the start mode in step (6) above, itchecks the content of the memory 312 thereof to ascertain whether or notthe speed data (maximum and minimum speed data) is set. If the motor CPUdetermines that the speed data is not set (i.e., the speed data isabsent), the motor CPU generates an error signal and the flow is ended.However, when the motor CPU determines that the speed data is set, themotor CPU checks whether or not the carrier is located at the startposition. When the carrier is positioned between the sensors 532 and 533which generate slit portion detection signals, the motor CPU determinesthat the carrier is positioned in the start position. Therefore, themotor CPU checks the outputs from the sensors 532 and 533. When theoutputs are actually generated therefrom, the motor CPU determines thatthe carrier is positioned in the start position and is ready forstarting. Otherwise, the motor CPU determines that the carrier is notready for starting, and generates an error signal, thereby ending theflow.

(A-2) When the motor CPU determines that the carrier is positioned inthe start position, the motor CPU determines a control speed. The motorCPU checks the memory 312 to determine whether or not designated speeddata SVc is stored. As described with reference to step (6) above, thelinear motor controller sends the command STR and the input speed dataSVc, if needed, to the motor CPU through the stator CPU. When the startspeed data is received by the motor CPU, it stores the data in thememory 312. Therefore, when the motor CPU checks the content of thememory 312 and detects the designated speed data SVc, the motor CPUchecks whether or not the carrier can be started at the speed SVc.

For this purpose, the motor CPU compares the designated speed data SVcwith the maximum speed data V_(MAX). More specifically, the motor CPUreads out the rail-path shape along the running direction from therail-path shape switch and the maximum speed data V_(MAX) of the readoutrail-path shape data from the Table (FIG. 7) of the memory 312. Themotor CPU compares the speed data SVc with the readout maximum speeddata V_(MAX).

When the motor CPU determines that the maximum speed data V_(MAX) islarger than the input speed data SVc, i.e., if condition V_(MAX) >SVc(FIG. 28) is established, the carrier will not derail at the start speedSVc. The motor CPU thus determines the input speed data SVc as thecontrol speed data, and the control speed data is set in the memory.

(A-3) However, when the input speed data SVc is absent (no speed data isentered), or when the input speed data SVc is equal to or larger thanthe maximum speed data V_(MAX) (i.e., when condition SVc≧V_(MAX) isestablished), the maximum speed data V_(MAX) is determined as thecontrol speed data and is set in the memory.

(A-4) When the control speed is determined in the manner describedabove, the motor CPU energizes the motor. More specifically, the motorCPU supplies a right or left drive signal to the driver 341 inaccordance with a running direction of the carrier, and the coil 4141 isenergized. As a result, the carrier is started.

(A-5) The motor CPU detects a speed of the carrier in accordance withthe outputs from the sensors 531 to 534, since the number of pulses fromthe sensors 531 to 534 which cross the slit portion of the carrier iscounted by the counter 311. For example, if the carrier is startedtoward a certain direction (i.e., to the right direction) from thesensor 533 to the sensor 534. In this case, an output is generated fromthe sensor 533, so that the motor CPU supplies the selection signal SELto the multiplexer to select the output from the sensor 533. The outputpulses are counted by the counter 311 to detect the current speed of thecarrier. In other words, when the leading edge of the slit portion ofthe carrier reaches the sensor 534, which then generates an output, themotor CPU fetches this output and supplies the selection signal SEL tothe multiplexer to select the output from the sensor 534. These outputpulses are counted by the counter 311 to detect the current speed of thecarrier.

The motor CPU counts the number of output pulses from the multiplexer todetect the current position of the carrier.

(A-6) After the above-mentioned energization is performed under thecontrol of the motor CPU, the motor CPU detects the actual speed of thecarrier in accordance with the count of the counter 311 and compares theactual speed with the control speed. When the actual speed is lower thanthe control speed, the position of the carrier is detected in responseto the output pulses from the multiplexer, and the motor CPU checkswhether or not the carrier has reached a deenergization position.

(A-7) When the carrier has not reached the deenergization position,energization is continued, and the flow returns to step (A-6).

(A-8) However, when the actual speed is higher than the control speed,the motor CPU causes the driver 341 to stop generating the drive signal,to deenergize the coil 4142, even if the carrier has not reached thedeenergization position, thereby terminating the start mode.

When continued energization of the coil 4142 is not necessary, even ifthe carrier has not reached the deenergization position, the coil 4142is deenergized. This means that the carrier has been started before itreached the control speed under start control.

In this manner, in the start mode, the control speed is determinedimmediately after the motor CPU receives the start command STR. The coil4142 is energized until the carrier reaches the control speed. Whenstart control is completed, the stop mode described with reference toFIG. 27 is initiated.

(B) The acceleration/deceleration mode will be described (FIGS. 25 and26).

(B-1) When the motor CPU is set in the acceleration/deceleration mode inthe above-mentioned step (4), the motor CPU checks whether or not thecarrier is located within an area of the stator in accordance with theoutputs from the sensors 531 to 534. When the carrier is positionedabove the corresponding stator, the motor CPU generates an error signal,and the flow is ended.

(B-2) However, when the carrier is not positioned above thecorresponding stator, the motor CPU determines a control speed.

In other words, the motor CPU checks if a stator next to thecorresponding stator is a stop position stator. The linear motorcontroller sends the command SPC with a flag to the stator immediatelypreceding (4(6) in FIG. 6) the stop stator. The motor CPU decodes thecommand SPC with a flag and determines whether or not the correspondingstator is the stator immediately preceding the stop stator.

When the motor CPU determines that the corresponding stator is theimmediately preceding stator, a correction value is read out from thespeed table of the memory 312 in accordance with the rail-path shapedata entered at the rail-path shape switch. The correction value is setas the control speed. Note, the correction value represents a carrierpassing speed at a stator so as to cause the speed near the stop statorto fall within a predetermined value. The correction value is sent fromthe linear motor controller to the stator CPU at the time of systeminitialization to accurately control the speed near the stop stator.

(B-3) However, when the motor CPU determines that the correspondingstator is not the stator immediately preceding the stop stator, themotor CPU checks the content of the memory 312 thereof to determinewhether or not the designated speed data SVc is stored. When the maximumspeed is designated, the linear motor controller does not flag thecommand SPC with the designated speed data. When the designated speeddata SVc is not detected, the motor CPU determines that the maximumspeed is designated.

In this case, the motor CPU reads out the maximum speed data V_(MAX)from the speed table of the memory 312 in accordance with the inputrail-path shape from the rail-path shape switch. The low speed of thecontrol speed range is given as the maximum speed V_(MAX), and the highspeed of the range is given as a speed V_(MAX) + higher than the maximumspeed V_(MAX).

(B-4) However, when the speed data SVc is detected by the motor CPU, themaximum speed data V_(MAX) is read out from the speed table of thememory 312 in accordance with the rail-path shape preset by therail-path shape switch. The motor CPU then compares the speed data SVcwith the maximum speed data V_(MAX).

When the motor CPU determines that the maximum speed data V_(MAX) islarger than the speed data SVc, i.e., condition V_(MAX) >SVc (FIG. 28)is established, the speed data SVc is given as the control speed datasince the carrier will not derail at the speed SVc. The speed SVc isregarded as the high speed of the control speed range.

However, when the motor CPU determines that the speed data SVc is equalto or larger than the maximum speed data V_(MAX), i.e., conditionSVc>V_(MAX) is established, the maximum speed data V_(MAX) is given asthe high speed of the control speed data.

In order to determine the low speed of the control speed data, the motorCPU reads out the minimum speed data V_(MIN) from the speed table of thememory 312 in accordance with the rail-path shape data from therail-path shape switch. The motor CPU then compares the speed data SVcwith the minimum speed data V_(MIN).

When the motor CPU determines that the minimum speed data V_(MIN) issmaller than the speed data SVc, i.e., if condition SVc>V_(MIN) (FIG.28) is established, the carrier can pass the next stator withoutstoppage even if the carrier is started at the speed SVc. Therefore, thespeed SVc is given as the low speed of the low speed data.

However, when the motor CPU determines that the speed data SVc is equalto or smaller than the minimum speed data V_(MIN), i.e., if conditionSVc<V_(MIN) is established, the minimum speed V_(MIN) is regarded as thelow speed of the control speed data.

(B-5) When the control speed data is determined in steps (B-2), (B-3) or(B-4), the carrier is set in the wait mode.

The motor CPU monitors the output from the sensor 531 or 534 and checkswhether or not the carrier has entered the corresponding stator area.When the motor CPU detects that the carrier has entered thecorresponding stator area in accordance with the output from the sensor531 or 534, the motor CPU detects an entrance speed of the carrier. Inthe same manner as in the step (A-4) in the stop mode, the output fromthe sensor 531 or 534 is selected by the multiplexer and its pulse widthis counted, thereby detecting an actual speed of the carrier.

(B-6) The motor CPU compares the entrance speed with the high speed ofthe control speed data. When the entrance speed is higher than the highspeed of the control speed data, the motor CPU causes the driver 341 tosupply an inverted drive signal to the coil 4142 to decrease the actualspeed to the high speed of the control speed data.

(B-7) During the above operation, the motor CPU detects the actualcurrent speed of the carrier. When the actual speed is lower than thehigh speed of the control speed data, the coil 4142 is deenergized.

(B-8) However, when the actual speed is not lower than the high speed ofthe control speed data, the output pulses from the multiplexer arecounted by the counter of the motor CPU to detect whether or not thecarrier has passed the sensor position (i.e., the position of the sensor534 or 531). When the current position of the carrier has reached thesensor position, the color 4142 is deenergized.

(B-9) However, when the motor CPU determines that the carrier has notreached the sensor position, the motor CPU checks whether theacceleration or deceleration mode is initiated. When the motor CPUdetermines that the deceleration mode is set, the flow returns to step(B-7). Otherwise, the flow advances to step (B-11).

(B-10) In step (B-6), when the actual entrance speed is lower than thehigh speed of the control speed data, the motor CPU compares the actualentrance speed with the low speed of the control speed data. When theactual entrance speed is higher than the low speed of the control speeddata, the actual entrance speed falls within the range between the highand low speeds of the control speed data, and thus theacceleration/deceleration control need not performed. In this case, thecoil 4142 is not energized, and the flow is ended.

However, when the actual entrance speed is lower than the low speed ofthe control speed data, the motor CPU energizes the coil 4142. Morespecifically, the motor CPU supplies a drive signal to the driver 341which then energizes the coil 4142, thereby accelerating the carrier.

(B-11) During the above operation, the motor CPU detects the actualspeed of the carrier to check whether or not the actual speed has becomehigher than the low speed of the control speed data. If the actual speedis higher than the low speed, the coil 4142 is deenergized, and the flowis ended.

However, when the actual speed is not higher than the low speed of thecontrol speed data, the flow returns to step (B-8) wherein the carrieris accelerated. In the acceleration/deceleration mode, the control speeddata is determined after the command SPC is received. The given statorwaits for the entrance of the carrier, and when the carrier enters, itis driven in accordance with the actual speed thereof. When theacceleration/deceleration control is completed, the stop mode isinitiated as will be described with reference to FIG. 27 below.

(C) Next, the stop mode will be described (FIG. 27).

(C-1) When the motor CPU is changed to the stop mode as in theabove-described step (4), the motor CPU checks whether or not thecarrier is positioned above the corresponding stator in accordance withoutputs from the sensors 531 to 534. When the carrier is actuallypositioned above the corresponding stator, the motor CPU causes thedrivers 342 and 343 to drive the coils 4141 and 4143, and the flow isended.

(C-2) However, when the carrier is not positioned above thecorresponding stator, the motor CPU checks whether or not thediscriminating speed data is stored in the memory 312. Thediscriminating speed data is given to change the stop control conditionsof different weights since the forces required for stopping the carriervary in accordance with the entrance speed as a function of carrierweight, as shown in FIG. 29. Threshold speed data between a high-speedstop region and a middle-speed stop region is given as middle/heavyweight discriminating speed data, and threshold speed data betweenmiddle-speed stop region and low speed region is given as middle/lightweight discriminating speed data. In normal operation, thisdiscriminating speed data is sent together with the speed data describedin step (1). The transmitted data is stored in the memory 312. When anarticle placed on the carrier is light or heavy, the linear motorcontroller sends the corresponding discriminating speed data to the stopcommand STP.

When the discriminating speed data is stored in the motor CPU, the datais set as the control stop data. However, if not, the standarddiscriminating speed data previously sent to the motor CPU is stored asthe control stop data.

(C-3) When the control stop data is set in the manner described above,the carrier is set in the entrance wait mode. The motor CPU monitors theoutput from the sensor 531 or 534 and checks whether or not the carrierenters above the stator. When the motor CPU detects the entrance of thecarrier in accordance with the output from the sensor 531 or 534, themotor CPU detects the entrance speed of the carrier in accordance withthe output therefrom. In the same manner as in the method of step (A-4)of the stop mode, the output from the sensor 531 or 534 is selected bythe multiplexer, and the number of output pulses is counted to detectthe actual speed of the carrier.

(C-4) The motor CPU compares a high discriminating speed VH (i.e., athreshold between the high- and middle-speed stop regions) and a lowdiscriminating speed VL (i.e., a threshold between the middle- andlow-speed stop regions) with the actual speed VREAL. When conditionVREAL>VH is established, the high-speed stop is performed. However, whencondition VH>VREAL>VL is established, the low-speed stop is performed.

When the motor CPU determines that the high-speed stop is to beperformed upon entrance of the carrier (i.e., in response to an outputfrom the sensor 531 or 534), the motor CPU causes the driver 341 toenergize the coil 4142. When the outputs from the sensors 532 and 533are generated and the carrier has reached the aligning position, thedrivers 342 and 343 are driven to energize the coils 4141 and 4143,thereby aligning the carrier with the stator.

When the motor CPU determines that the middle-speed stop is to beperformed, the drivers 342 and 343 are driven upon entrance of thecarrier, thereby energizing the coils 4141 and 4143.

When the motor CPU determines that the low-speed stop is to beperformed, the drivers 342 and 343 are operated to energize the coils4141 and 4143 upon simultaneous generation of the outputs from thesensors 532 and 533.

In the stop mode, the stop control data is determined after the stopcommand STP is received, and the stator is ready for receiving thecarrier. When the carrier has actually entered above the stator, abraking force acts on the carrier so as to correspond to the inertialforce of the carrier, thereby stably stopping the carrier. For thisreason, even if the carrier is of light weight, it will not be repelledby a large braking force and will not return to the immediatelypreceding stator. In addition, even if the carrier is carrying a heavyweight, it will not pass over the stator due to a small braking force.

The operation of the mechanism control CPU will be describedhereinafter. When the carrier is stopped at the stop stator in themanner described above, the linear motor controller sends a lift-upinstruction to the stator CPU through the cable. The stator CPU sendsthis instruction to the mechanism CPU through the bus and the interfacecircuit.

The mechanism CPU 382 causes the driver 3832 to drive the motor 585, sothat the slider block 583 is moved upward as described with reference toFIG. 17. Therefore, the carrier is moved upward together with the sliderblock 583. The mechanism CPU 382 monitors a signal from the switch 561.When the mechanism CPU 382 detects that the carrier has reached theupper limit in accordance with the output signal from the switch 561,the motor 585 is stopped. The mechanism CPU 382 then causes the driver3842 to operate the rail cover mechanism so as to compensate for theomitted portions of the rails. The motor 751 is driven by the driver3852 to open the shutter 750.

The teller can then remove an object from or place it on the carrier 6through the insertion/dispensing port CA or CB. In order to place theobject on the carrier and start the carrier, a lift-down instruction isgenerated from the linear motor controller, and an operation opposite tothat described above is performed under the control of the mechanism CPU382, and the carrier 6 is moved downward and placed on the rails.Thereafter, the transport control as described above is performed tostart the carrier 6.

As described above, in order to cancel the stop mode of the stator, acancel command CAN is sent from the linear motor controller to therespective stators which are then set in the neutral mode.

The present invention is exemplified by the above-described particularembodiment. However, various changes and modifications may be madewithin the spirit and scope of the invention. In the above embodiment,the maximum and minimum speed data shown in FIG. 7 are used as thecontrol speed data. However, the correction value based upon therail-path shape of FIG. 7 may be used in place of the maximum andminimum speed data. In this case, the standard speed controlcharacteristic curve is prepared for a linear rail-path. The correctiondata for the rail-path shapes (e.g., curve and ascending slope) arecalculated. The correction data are supplied as the speed data to themotor CPU and are stored in the speed table. The correction datacorresponding to the rail-path shape is added to the designated speedderived by the linear motor controller from the standard speed controlcharacteristic curve.

We claim:
 1. A transport control system with linear motor drivecomprising:a rail-path for providing a route of transport; a carrierdriven along said rail-path by linear motor drive; a plurality of statorportions coupled to said rail-path to produce a driving force inassociation with said carrier; and a main controller for deriving aplurality of optimum velocities of said carrier at stator portions froman ideal speed control characteristic curve and for sending velocitydata of said optimum velocities to stator portions respectively; each ofsaid stator portions including a stator controller for controlling thedriving of said carrier, said main controller having means for multipleaddress transmission of the optimum velocities and means for sending toeach respective said stator controller information indicating railconfiguration, and said stator controller having means for railconfiguration selection, said stator controller selects an optimalvelocity of said carrier on the basis of the selection by said railconfiguration selection means or the information indicating the railconfiguration from said main controller and the velocity data from saidmain controller.
 2. A transport control system with linear motor drivecomprising:a rail-path for providing a route of transport; a carrierdriven along said rail-path by linear motor drive; a plurality of statorportions coupled to said rail-path to produce a driving force inassociation with said carrier; and a main controller for deriving aplurality of optimum velocities of said carrier at stator portionsregarding a predetermined ideal rail-path and for sending velocity dataof said optimum velocities to stator portions respectively; each of saidstator portions including stator controller for controlling the drivingof said carrier, said main controller having means for multiple addresstransmission of optimum velocities and means for sending to said statorcontroller information indicating rail configuration, and said statorcontroller having means for selecting an optimal velocity of saidcarrier on the basis of the information indicating the railconfiguration from said main controller and the velocity data from saidmain controller, and said main controller having means for detectingobstacles in said rail-path and controlling the start of said carrier onthe basis of the result of said obstacle detection.
 3. A systemaccording to claim 2, wherein said main controller has means fordetecting a failure in operation of said stator controller, the drivingof said carrier being started after the absence of the failure inoperation of said stator controller is detected.
 4. A system accordingto claim 2, wherein said main controller has means for detecting anexistence overlap of a portion of the range where the running of thecarrier is expected with a portion of the range where the carrier isactually running, the driving of said carrier being started when theoverlap does not exist.
 5. A system according to claim 2, wherein saidmain controller has means for detecting a failure in operation of adestination stator portion in said plurality of stator portions.